6 St. Helena Air Access Met data gathering requirements Preface Atkins estimates that the construction costs to design and build an aerodrome on St Helena are of the order of million. This estimate assumes an instrument runway approach. Having a visual runway approach could reduce the cost of an aerodrome by about. This report explains the conditions which need to be fulfilled to allow a visual runway approach. There is a dearth, however, of meteorological evidence available in relation to the proposed runway site and orientation. In particular, there is no information about the height of the cloud base on the approaches to, and above, the proposed aerodrome. This information is critical in deciding whether a visual runway would be viable for St Helena. This paper discusses the technical issues and recommends how the required data can be obtained. Appendix H - Metereological Requirements 4 Public Domain

7 St. Helena Air Access Met data gathering requirements 1. Meteorological Requirements BACKGROUND The only credible diversion for flight operations is Ascension Island (ASI) located 700 nautical miles to the NNW of St Helena. Civilian Flights into ASI are currently limited to two rotations per week under the 2003 note, between the UK and the USA, agreeing civilian flights into Wideawake Airfield, ASI. Whilst there is provision in the original 1956 agreement for Wideawake Airfield to be used in emergency, the US authorities would still have to accept the use of Wideawake Airfield as a planned diversion. It is, therefore, a requirement that any aerodrome on St Helena should have as high a usability factor as practicable. Further, high diversion rates, because of weather, will not encourage the growth of tourism. As a consequence, an aerodrome on St Helena will be required to operate in nearly all weather conditions. The Evaluation report proposed a runway usability of greater than 98% to be achieved. For these reasons, the current estimates for the construction of the new aerodrome on St Helena are based on building an instrument runway 1. RUNWAY STRIP REQUIREMENTS In order to be licensed, an instrument runway needs to be surrounded by a runway strip measuring 150m either side of the runway centre line and extending 60m past each runway end. The 150m strip in turn comprises two levels of ground work: land 105m either side of the runway must be cleared and graded and the land from 105m to 150m either side of the runway must be cleared with no upstanding obstacles. For a visual runway, i.e. one where only visual approaches are made, the requirements are less stringent. These are for a cleared and graded area 75m either side of runway centre line, extending 60m past each runway end. For a visual runway of 2200m length, the reduction in the area of land to be cleared and graded is considerably reduced with associated reductions in construction costs. We estimate these savings (in earthworks and reduction of navigational aids) to be. Further savings may be possible during detailed design as the narrower strip can be positioned better on the site to optimise construction cost. 1 See the Evaluation and Supplementary reports for more explanation. Appendix H - Metereological Requirements 5 Public Domain

8 St. Helena Air Access Met data gathering requirements MINIMUM DESCENT HEIGHTS An initial assessment by Atkins has concluded that, with correct runway alignment, a minimum descent height (MDH) of c.400ft could be used for non-precision instrument approaches from the North of the site and a MDH of c.380ft for approaches from the South. There is a procedure for descending through cloud and establishing visual contact with the aerodrome commonly known as a cloud-break procedure but more properly called an instrument approach with circle to land or approach to visual manoeuvring. Whilst this is an instrument procedure, because it is an approach to the aerodrome, rather than the runway, such a procedure may be carried out for landing on visual runways. Attached, at Annex A, is a paper examining the use of such a procedure at St Helena. The paper concludes that MDHs of c.600ft could be obtained in this case. Although the difference between the MDHs for non-precision instrument and visual approaches would appear small, this could make the difference between achieving 98% usability and falling considerably short of this target. Although meteorological data about St Helena has been collected by the Meteorological Office for some years, the observation site is located remote to the proposed aerodrome site. Further, the information being gathered is not completely aligned with the requirements for determining whether or not a visual runway would provide adequate usability. It is necessary, therefore, to gather meteorological data relevant to the decision. At least one year s data should be obtained before a final decision is made is made on the runway approach. METEOROLOGICAL DATA REQUIREMENTS In order to achieve the aims outlined above, data should be gathered from the spot height 71/21 (318), looking North to The Haystack. This spot equates closely to the location of the northern threshold of the proposed runway. It is important (because of the costs involved with, say, building a visual runway and then having to enlarge this to cater for instrument flying [ ] and the potential savings [ ]) to gather the most accurate information in relation to the Minimum Descent Heights and to runway visibility. Readings taken from spot height 71/21 will enable such, accurate, information to be gathered. Analysis of old meteorological taken at other locations on the Island will not yield the necessary accuracy and confidence. Detailed information needs to be gathered on the following: : 1. Cloud base; Appendix H - Metereological Requirements 6 Public Domain

10 St. Helena Air Access Met data gathering requirements 2. Costs and Recommendations METHODOLOGY This data can be collected in two ways: 1. Purchase and installation of an automated weather station; or 2. Manually, by trained meteorological observers with appropriate instrumentation. As an example, a specification and cost estimate from Vaisala 2 for an automatic meteorological station are given at Annex B. The cost of the package is estimated at excluding shipping. In addition, installation costs will add approximately to this bill. The total bill of this quotation then is around allowing for shipping and other costs. No allowance has been made above for power supply: this could be by spur connection from the Government Garage or by portable generator. The Vaisala quotation includes an allowance for training local labour in basic maintenance and in operation. It is envisaged that the information will be downloaded and sent in e-form back to the UK for analysis (information gathered by observer would also have to be sent back to the UK for analysis. Operating and maintenance costs are estimated to be very small (say, four hours per week) in comparison with costs of observers. It should be noted that an automatic meteorological station will be needed at the aerodrome later for use as part of the Air Traffic Control information suite. A station purchased now could be re-located to meet this requirement with associated reduction in aerodrome construction costs. If trained meteorological observers are employed then, 24 hour 7 day observations will be required, covering the period from pre-dawn to post dusk (18 hours). They will also need dedicated transport and due allowance has been made for this in the equipment costs. To achieve this it is likely that SHG will need to hire, minimally, 2 observers and send them to the UK or perhaps South Africa for about a week s training. The recording and measuring equipment is likely to be considerably cheaper than the automatic station at around. 2 Vaisala are a recognised, international, supplier of meteorological equipment and are recommended by the UK CAA Appendix H - Metereological Requirements 8 Public Domain

11 St. Helena Air Access Met data gathering requirements Table 2.1 sets out cost estimates of the two methods for an annual observation exercise. From this it can be seen that there is a marginal cost benefit in favour of training and equipping meteorological observers. There is a further benefit in that this solution would provide two new jobs on the island (these jobs would, given that the aerodrome is built, provide permanent employment). However, the longer term cost estimates indicate that the automatic station is likely to be the cheaper option. Further, the automatic station would provide more accurate and continuous data, and is more suitable for supporting the information requirements of Air Traffic Control in the longer term. It should be noted that this paper is not robust in terms of lifetime cost analysis. The paper should be interpreted as indicative as no allowance has been made, inter alia, for inflation, long term maintenance, staff turn-over, fuel and electricity costs, equipment replacement etc. Appendix H - Metereological Requirements 9 Public Domain

12 St. Helena Air Access Met data gathering requirements Table 2. 1: Cost of Automated and Manual Methods Item Automated Manual Equipment Installation Power 1 Observers 2 Training 3 Total 1 Calculated as 2 Annual salary of per observer. 3 travel, salary, course, accommodation & subsistence per observer 4 The equipment costs for the observers includes for one four wheel drive vehicle 5 It should be noted that this is one year s, initial costs; in the second year the automated system becomes the cheaper option. RECOMMENDATION An automatic meteorological station is the preferred solution in that it is more likely to provide the accuracy required to assist in the decision process, meets the future needs of the aerodrome given that it is built, and provides a cheaper long term solution. As any information is better than none, until such time as robust data can be gathered, untrained observers should carry out carry out visual observations on site, three times per day as per the brief given to the access team leader, designate, in January this year. Appendix H - Metereological Requirements 10 Public Domain

13 St. Helena Air Access Met data gathering requirements Appendix A: Examination of the use of an Aerodrome Approach procedure with circle to land at St Helena Whilst it would be possible to provide an aerodrome approach procedure with circle to land, visual manoeuvring over the sea down to a level below the elevation of the aerodrome, that would not be much use if the aircraft had to climb back up, possibly into cloud, to reach the level of the aerodrome. Such a procedure would be unlikely to be acceptable to the regulatory authorities. An Aerodrome Approach with circle to land is often referred to as a cloud break procedure in aviation circles. ICAO PANSOPS provides criteria for aerodrome approaches with circle to land. There should be no difficulty in getting such a procedure accepted by the ASSI, and the runway can therefore be a visual runway; in this case because the approach procedure is specific to the aerodrome rather than the runway, the runway strip needs only to be constructed to the dimensions needed for a visual runway. However, the criteria for such a procedure would have limitations in the St Helena situation due to the prescribed minimum heights for circling. An "Aerodrome Approach with circle to land" would usually be referenced to the centre of the landing area. In the St Helena case a final approach is envisaged approaching the aerodrome from the East, roughly perpendicular to the proposed runway, aimed roughly at the midpoint of the runway. That would imply the siting of any navigational aids close to the midpoint of the runway. It is suggested that, in the case of St Helena the required navigation aids would be DVOR/DME with doubled up transmitters, and, possibly, a high powered NDB backup. A high powered NDB might be a good provision in any event. The Minimum Descent Height (MDH) for the procedure would be the MDH for circling (visual manoeuvring). The visual manoeuvring obstacle clearance height (OCH), to which the MDH equates, is based on applying the minimum obstacle clearance (MOC) allowance appropriate to the aircraft category to the elevation above aerodrome level (AAL) of the highest obstacle within the visual manoeuvring area. The visual manoeuvring area is based on arcs centred on each runway threshold, with radii appropriate to the aircraft category, and the Appendix H - Metereological Requirements 11 Public Domain

14 St. Helena Air Access Met data gathering requirements tangents to these arcs. The visual manoeuvring area for the proposed aerodrome on St Helena would include the high ground north of the aerodrome, which would result in the OCHs being non-viable. It is allowable to sectorise the visual manoeuvring area using the Annex 14 approach surface appropriate to an instrument runway as the divider between sectors, the approach surface being common to each sector. At St Helena the area could be sectorised to areas east and west of the runway, using the approach surface as divider as mentioned above. It is therefore important to ensure that the runway orientation is arranged so that the associated Annex 14 approach surface lies clear of the high ground to the north. An Aerodrome Approach to visually manoeuvre as suggested above would therefore approach from the east, and become a visual manoeuvre at the MDH in the eastern sector (to land on either end of the runway). A Missed Approach Point would be located some distance (say 1 to 2nm) before the coast, and a missed approach procedure, probably turning south, would be required. It would be important to ensure that the eastern visual manoeuvring sector remains as obstacle free as possible, since any obstacle significantly above aerodrome level (see paragraph below) would drive up the MDH by the height of the obstacle AAL. The drawback to all this is the Minimum Obstacle Clearance (MOC) values involved in visual manoeuvring. These are 295 ft for Categories A and B, and 394 ft for Category C aircraft. In addition there are prescribed minimum heights for visual manoeuvring, in round terms as follows: Cat A 400ft, Cat B 500ft and Cat C 600ft. Accordingly, for Cat C aircraft, the procedure MDH would be at least 600 feet AAL. There would be scope for obstacles within the visual manoeuvring sector for obstacles up to 206 ft before the Cat C MDH/circling height would be driven above this minimum level. For Cat B aircraft, the corresponding figures would be MDH 500 ft AAL and up to 205ft. Appendix H - Metereological Requirements 12 Public Domain

15 St. Helena Air Access Met data gathering requirements Appendix B: Automatic Meteorological Station Specification & Budget Estimate This appendix has been redacted as it contains information that is commercial in confidence. Appendix H - Metereological Requirements 13 Public Domain

17 Final Report APPENDIX I: USE OF WIDEAWAKE AIRFIELD This appendix has been redacted as it contains information that is commercially sensitive. St Helena Access Appendix I Use of Wideawake Airfield Public Domain

20 Aviation fuel supply EXECUTIVE SUMMARY 1. This paper establishes the need for a Bulk Fuel Facility exclusively for the reception, storage, management and supply of aviation fuel to an aerodrome on Prosperous Bay Plain. It recommends it be located at Rupert s Bay where the current fuel facilities are located and provisioning activities are carried on. 2. The paper presents estimates of the storage facilities required at Rupert s Bay and at the aerodrome, based on the number of flights of the different types of aircraft pertaining to the different runway designs considered by the Feasibility Study. 3. It also presents estimates of the capital and operating costs associated with providing and managing facilities of these types and speculates that at some future point in time the facilities will need to be upgraded and makes a corresponding capital allowance. 4. In the course of this work we contacted the MoD to enquire about use of their facilities on Ascension Island for the purpose of re-fuelling civil aircraft returning to St Helena. While we have been given to understand that this should not be a problem it will be for the appropriate contractor to establish that it could be converted to a contractual basis. Appendix J - Aviation Fuel Supply 1 Public Domain

21 Aviation fuel supply 1 INTRODUCTION CONTEXT 1.1 Whatever air service is selected to serve the needs of St Helena in the future, the aircraft will need to be re-fuelled at St Helena. Provision has to be made therefore, both in the capital spend and the operational costs, to cater for this requirement. AIM OF THIS PAPER 1.2 This paper describes the proposed solutions for supplying aviation fuel on St Helena. Its purpose is to inform the Feasibility Study about arrangements (facilities required, work to be done) and costs. SCOPE 1.3 The paper is limited to the storage of aviation fuel; in practice, should the proposals herein be adopted then other considerations will perforce need to be drawn in, being the provision of the island s other two types of fuel: diesel and petrol. It is apparent that all three types can be supplied by the same ship and that there could be common facilities ashore. It is also apparent that other works will need to be carried out, addressing current concerns with safety, possibly supply of the aerodrome s construction needs, and future uses of the particular shoreline and the immediate hinterland. These are all for future detailed planning. ASSUMPTIONS FOR BULK FUEL STORAGE 1.4 Currently bulk diesel and petrol is supplied to Solomon s. Solomon s then stores these fuels and re-sells them to Islanders as the need arises Our research indicates that the current (flexible) pipeline used by Solomon s or the supplying ship for transferring fuel to shore can by blown through by air and used safely for transferring aviation fuel. Assuming this and a continuation of the simple three-point mooring system for receiving the supplying ship, we envisage the creation of an Aviation Bulk Fuel storage facility at Rupert s Bay,. 1.6 If a decision to build an aerodrome is taken,, the necessary agreements put in place and a fuel sale price mechanism agreed. 1.7 We have not sought to calculate the selling price of aviation fuel to the airline. It should be noted that, when this study began, the world market crude price was around $37/barrel, it is now around $50/barrel, a price rise of 26%; reaching agreement on an equitable fuel sale price mechanism, one which will not unduly effect ticket pricing and hence tourist traffic, is therefore highly important. In this study, a pessimistic price for fuel provision to aircraft has been assumed and used as the basis for deriving ticket price estimates. 1.8 The management, maintenance and operation of the aviation Bulk Fuel Storage Facility will require trained staff.. Appendix J - Aviation Fuel Supply 2 Public Domain

22 Aviation fuel supply 2 FACILITIES REQUIRED DESIGN AIRCRAFT AND FUEL CONSUMPTION 2.1 We have examined two options for the provision of an air service: A medium length runway based on business jet operations A longer runway based on B737NG or equivalent aircraft. 2.2 In addition, we were alerted to a potential requirement for a fisheries protection capability to serve both St Helena and Ascension Island 1. For prudence we have taken this requirement into our estimates. 2.3 It has been assumed that all aircraft outbound from St Helena will require re-fuelling and that most aircraft will land on St Helena carrying two hours island holding fuel. All the aircraft have been assumed to use Jet A1 (jet engine fuel) with fuel consumptions for each aircraft as follows: B737NG - 5,800 lbs/hr Business Jet lbs/hr Fisheries Aircraft lbs/hr. 2.4 The total amount of fuel required will depend on the frequency of flights of the various aircraft and the fuel re-supply requirement will grow as traffic increases, regardless of whether the Business Jet or the B737NG is the selected option. For the purpose of the cost estimates, total fuel consumptions compatible with meeting the requirements of the forecast mid-term market were chosen for use as the base parameter. The fisheries protection aircraft were assumed to fly 800 hours on station per year 2 with two sorties to Ascension Island per week 3. BULK FUEL STORAGE REQUIREMENT 2.5 The re-supply policy has been assumed to be on a three monthly schedule. This is in line with policy for re-bulking the fuel tanks on Ascension Island. ; the aircraft will need to be re-fuelled there before returning to St Helena. This will need to be determined for certain by the contractor at the detailed planning stage. 2.6 It is prudent to keep a reserve fuel supply to manage the effects of late sailing, delays in off-loading at Rupert s Bay and consequent effect of late fuel delivery. The basis for sizing the bulk fuel storage requirements are shown in Tables 2.1 and 2.2. Table 2.1 Basis of estimate for storage Long Runway 1 Meeting FCO, DFID, 22 nd July Estimate based on actual yearly hours flown by the Falkland Islands fisheries protection aircraft 3 These flights, as Government flights, should be exempt from the Ascension Island agreements: this will need to be ratified by the FCO Appendix J - Aviation Fuel Supply 3 Public Domain

24 Aviation fuel supply POST MID-TERM STRATEGY 2.10 Post mid-term, the Bulk Fuel Storage capacity is likely to be insufficient if the traffic forecasts continue to be met. The fuel storage facilities will need upgrading both on and off the aerodrome. A capital allowance of has therefore been made in year 20 to allow for this upgrade and for the provision of a fuel transfer pipeline. If a viable, independent, air cargo service develops during the early years of aerodrome operation, then these upgrades and improvements may be required earlier and/or the capital allowance need to be increased. Appendix J - Aviation Fuel Supply 5 Public Domain

25 Aviation fuel supply 3 CONCLUSION AND RECOMMENDATION CONCLUSION 3.1 It is concluded that it is feasible to provide a re-fuelling service to an aerodrome at Prosperous Bay Plain by building a Bulk Fuel Facility at Rupert s Bay location, provided that: A service route, based on the existing roads and the planned aerodrome access road, is established from Rupert s Bay to the aerodrome that would support transport of the fuel by road tanker (which might later be replaced by a pipeline). Effective surveys are carried out at the Rupert s Bay location to establish the optimal location of the new tanks with respect to the pumping head requirements and the requirements of the existing diesel and petrol tank and pumping facilities.. A pricing mechanism is put in place that ensures aviation fuel is supplied at prices compatible with world benchmarks with a view to maintaining predictable ticket prices: this item is sensitive as it has a direct bearing on the demand for flights to St Helena. RECOMMENDATIONS 3.2 In the event that a decision is made to build an aerodrome, SHG should confirm that aviation fuel may be supplied in tandem with the supply of diesel and petrol, i.e. that the present simple three-point mooring system in use at Rupert s Bay may be continued and exploited for the supply of aviation fuel. 3.3 A survey of the tank farm at Rupert s Bay and of the availability of land for erecting tanks sized by this paper should be carried out, along with a condition assessment of the current facilities to determine whether consideration should be given to adopting a new integrated approach to the reception, storage, management and supply of the three fuel types. That is, a mini business case needs to be drawn up to determine the most cost-effective solution to the overall fuel management question. 3.4 A policy for pricing aviation fuel compatible with effects on airfares should be drawn up. Appendix J - Aviation Fuel Supply 6 Public Domain

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